EP3509895A1 - Ladesystem und verfahren zur steuerung optimaler ladevorgänge - Google Patents

Ladesystem und verfahren zur steuerung optimaler ladevorgänge

Info

Publication number
EP3509895A1
EP3509895A1 EP17768376.0A EP17768376A EP3509895A1 EP 3509895 A1 EP3509895 A1 EP 3509895A1 EP 17768376 A EP17768376 A EP 17768376A EP 3509895 A1 EP3509895 A1 EP 3509895A1
Authority
EP
European Patent Office
Prior art keywords
charging
vehicle
optimal
plan
backend server
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP17768376.0A
Other languages
German (de)
English (en)
French (fr)
Inventor
Cüneyt Türel
Thorsten WILMS
Sebastian BÖSWALD
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP3509895A1 publication Critical patent/EP3509895A1/de
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/64—Optimising energy costs, e.g. responding to electricity rates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
    • B60L53/51—Photovoltaic means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/63—Monitoring or controlling charging stations in response to network capacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/0071—Regulation of charging or discharging current or voltage with a programmable schedule
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/35—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering with light sensitive cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/70—Interactions with external data bases, e.g. traffic centres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/14—Driver interactions by input of vehicle departure time
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/12—Remote or cooperative charging
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • the present invention relates to a charging system and a method for controlling optimal charging operations of at least partially electrically powered vehicles.
  • Electric vehicles such as electrically powered two-wheelers and scooters, but especially electric cars with at least supporting electric drive are known.
  • So micro-mild and full hybrid vehicles are known, the parallel, power-split, serial
  • Energy storage can be charged at least partially via the mains, as well as the fact that long ago no satisfactory infrastructure of charging stations is available, means for the users of electric vehicles, especially of purely electrically powered electric cars (Battery Electric Vehicle, BEV) and plug-in Hybrids (Plug-in Hybrid Electric Vehicles, PHEV) that they need to take care of charging their energy storage in their personal, private environment.
  • BEV Battery Electric Vehicle
  • PHEV Plug-in Hybrid Electric Vehicles
  • the users are confronted with having a private power source - e.g. a household socket or a private wall charging station or wallbox - to use for charging the electric vehicle.
  • private power sources are subject to a variety of fluctuations. For example, a maximum household electricity consumption with respect to a current household electricity consumption by other electricity consumers (house load) must be for each charging process
  • time-variable tariffs which are based on fluctuating feed-in capacities of wind and solar power
  • Time-of-use tariff which is individually adapted to historical or current load curves in the daily, weekly and / or seasonal course becomes. Time-of-use tariffs even provide a monetary reimbursement in some markets for electricity collection at times when excess capacity (eg from wind turbines) prevails. A manual consideration of fluctuating electricity tariffs by the user of the
  • Electric vehicle is cumbersome and uncomfortable from the operation.
  • the object of the invention is to avoid the above-mentioned disadvantages and to provide a solution which enables, in particular, an automatic calculation and control of time and cost-optimal charging operations of at least partially electrically operated vehicles.
  • a charging system for controlling an optimum charging operation of an at least partially electrically powered vehicle.
  • the at least partially electrically operated vehicle has an energy store.
  • the charging system comprises at least one power source, with which the energy store can be connected and charged.
  • the power source may be a commercial one
  • the charging system comprises at least one back-end server, which can automatically determine an optimal charging plan for charging the energy storage based at least on technical condition data from the vehicle and a power tariff, which is associated with the power source. For example, the user of the vehicle via a
  • Terminal - e.g. PC or laptop - a mobile terminal - e.g. Smartphone, but also other mobile phones or mobile phones, personal digital assistants (PDAs), tablet PCs, etc. equipped with technology for loading and running apps - or a vehicle-mounted operating unit - for example, via a man-machine interface an on-board computer of the vehicle - enter a power budget associated with the budget of the power source, in a storage unit, eg a database, the back-end server is stored.
  • the o.g. Devices can connect to the backend server via a suitable
  • LANs local area networks
  • WiFi wireless fidelity
  • WANs Wide Area Networks
  • GSM Global System for Mobile Communication
  • GPRS General Package Radio Service
  • EDGE Enhanced Data Rates for Global Evolution
  • UMTS Universal Mobile Telecommunications System
  • HSDPA High Speed Downlink / Uplink Packet Access
  • LTE Long-Term Evolution
  • WIMAX World Wide Interoperability for Microwave Access
  • the technical condition data is automatically transmitted from the vehicle to the backend server.
  • one or more control devices may read the correspondingly relevant technical status data of the vehicle from one or more storage units located in the vehicle and send them to the backend server via a suitable communication interface (see above).
  • the technical condition data may be transmitted to the backend server after each trip termination.
  • a cyclic transmission of the condition data from the vehicle to the baking server for example, every X minutes, may take place. Where X is a predefined or predefinable number.
  • the backend server When the backend server receives the technical condition data from the vehicle, the latter determines the optimum charging plan, taking into account the technical condition data and the corresponding electricity tariff associated with the household of the power source. In addition, the backend server can control the charging of the energy storage according to the optimal charging plan. In the case of the cyclic transmission of the state data, the plug-in time trigger for the determination of the optimal charging plan, wherein the last received technical state data for the calculation of the optimal charging plan can be decisive.
  • a driver of the vehicle can set a desired departure time and / or a desired state of charge of the energy store at the end of the charging process.
  • the desired state of charge of the energy store may be a
  • the input of the departure time point can via a man-machine interface of the
  • the driver of the vehicle can thereby rely on the back-end server calculating an optimal charging plan and initiating its implementation or controls, so that the desired departure time a maximum and cost-optimized state of charge of the energy storage is achieved.
  • Another advantage of the charging system is that the technical status data are transmitted automatically from the vehicle to the back-end server and that the back-end server automatically, taking into account the technical state data and a power budget associated with the budget of the power source time and cost optimal a charging plan for a Determined user of the vehicle and the loading plan associated with the loading of
  • Energy storage controls automatically.
  • the user of the vehicle advantageously has to connect the energy store only with the power source and can be sure that the energy storage is charged time and cost optimal, even if the charging process
  • the technical state data preferably includes a current state of charge of the energy store and position data of the vehicle.
  • GPS Global Positioning System
  • data on a current state of charge of the energy storage may be from one or more in-vehicle controllers.
  • Memory modules are read out and sent to the backend server via a suitable
  • Communication interface are transmitted.
  • a power line communication PLC
  • the energy storage device when connecting the energy storage device to the power source (such as a wallbox) via a suitable charging cable, a transfer of position data or
  • Identification data of the wallbox to the vehicle take place.
  • Other data can also be transferred via the PLC, such as available charging methods (alternating current (AC), direct current (DC)), current and voltage limits (min, max), a maximum connected load over time, etc.
  • AC alternating current
  • DC direct current
  • min, max current and voltage limits
  • a maximum connected load over time etc.
  • These data can also be sent from the vehicle to the backend server.
  • the backend server can then calculate the optimal load plan taking into account these data transmitted by the PLC.
  • an in-vehicle control unit can read the corresponding data on a current state of charge of the energy storage from a memory module located in the vehicle and send via a suitable communication interface to the back-end server.
  • the power source may be a so-called “smart" wallbox that includes at least a memory unit and a controller and includes is able to network with other distributed devices.
  • the control unit can this via the GPS GPS position data and the current
  • Read out memory units and send your own position data (stored or determined via your own GPS module) or your own identification number (eg in the back-end server in a memory module, eg database) together with the read-out data via a suitable communication interface to the backend server ,
  • the "smart" wallbox can send its own state data to the backend server, e.g.
  • the back-end server can recognize which of the power source-related household is charging, and thus a -. previously stored - identify power tariff to calculate the optimal load plan (e.g., read from the memory module of the backend server).
  • the backend server taking into account the current state of charge of the energy storage and a maximum charge capacity of the energy storage (can also with the technical
  • the charging system also includes a digital electricity meter that can detect a current power consumption of a household associated with the power source, the back-end server can also calculate the optimal charging plan based on the current power consumption and a maximum power capacity of the associated household.
  • a digital electricity meter or smart meter is a digital one
  • Energy meter which is integrated in a communication network and is able to transfer data via to determine an actual energy consumption of the household associated with the power source as well as an actual usage time and to transmit the determined data automatically to a third unit, in this case to the backend server.
  • the backend server can also retrieve the collected data via polling or polling from the smart meter.
  • the back-end server may generate a power consumption profile of the home based on past data of the home-related household received from the smart meter and use the power consumption profile to calculate the optimal charge plan.
  • the maximum power capacity of the associated household can be stored, for example, in the storage unit of the backend server for each household.
  • An advantage of integrating the current power consumption of the household associated with the power source and the maximum power capacity of the household in the calculation of the optimal charging plan is that the household overload situation be avoided by the charging power for the charging of the energy storage by the Backend server can be adjusted accordingly, while the time and cost optimal charging plan can be created taking into account the adjusted charging power.
  • the back-end server may detect changes in the power consumption relevant to the calculation of the optimal charging plan, and re-calculate the optimum charging plan taking into account these changes in power consumption.
  • the back-end server may periodically poll data from the smart meter regarding the current power consumption. If the current power consumption changes beyond a predetermined threshold, the backend server may recalculate the optimal charge plan. The backend server can control the charging of the energy storage according to the recalculation of the optimal charging plan.
  • An advantage of detecting changes in power consumption is that the optimum charging schedule for the maximum power capacity of the household can dynamically adjust with changes in the current high power consumption, thereby avoiding an overload situation of the household and increasing the current power consumption Reduction of current power consumption of the charging plan in terms of time and cost of charging can be dynamically further optimized.
  • the back-end server can also control smart household appliances associated with the power source in such a way that an optimum charge is achieved
  • Electricity consumption in the household belonging to the power source prevails during the charging process of calculated charging times.
  • the smart meter can be networked with smart home appliances - such as appropriately equipped washing machines and dishwashers.
  • smart home appliances such as appropriately equipped washing machines and dishwashers.
  • the backend server can use the smart meter to control the networked intelligent household appliances in such a way that they are switched off or not switched on during the charging times calculated for the charging process and (re) switched on after the charging times calculated for the charging process.
  • the power consumption profile can be taken into account when calculating the optimal charging plan. This has the advantage of minimizing the adjustments that must be made during the execution of the optimal loading schedule due to deviations from the optimal loading schedule. As a result, the optimum charging plan can also be optimally implemented so that the vehicle has the desired state of charge at the time desired by the driver.
  • the charging system also includes a photovoltaic system, which can feed electricity into a household associated with the power source, the back-end server can also calculate the optimal charging plan, taking into account a current power supply.
  • a photovoltaic system which can feed electricity into a household associated with the power source
  • the back-end server can also calculate the optimal charging plan, taking into account a current power supply.
  • current power supply is to be understood as a period of power supply by the photovoltaic system that is relevant for the charging process Users of the vehicle first unique performance data and condition data of
  • the back-end server can request current weather data and a weather forecast from a corresponding service provider or service provider (request-response).
  • the service provider may be the backend server itself. Alternatively, the service provider may be any server that can be invoked over the Internet.
  • the backend server can calculate the expected power supply by the photovoltaic system during the period relevant for the charging process (current power supply). The backend server can then consider this current power feed when calculating the optimal charge plan.
  • the back-end server can detect changes in the power supply by the photovoltaic system and taking into account these changes in the
  • Power supply perform a recalculation of the optimal charging plan.
  • the backend server can control the charging of the energy storage according to the recalculation of the optimal charging plan.
  • the backend server may periodically record changes in the weather forecast during the charging period, or detect large deviations between the predicted power input and a power feed detected by a digital electricity meter, thereby recalculating the current power feed. If the recalculated current supply is different from the previously calculated current supply (which is calculated at the
  • the backend server recalculates the optimal charging plan taking into account the newly calculated current power supply by the photovoltaic system.
  • the backend server then controls the loading of the
  • the power source is a wallbox that can receive the calculated, optimal load plan from the backend server and control execution of the optimal load plan.
  • the wall-charging station may be a so-called intelligent one
  • Wall charging station the e.g. can be connected to the Internet via the Wireless Local Area Network (W-LAN).
  • WLAN Wireless Local Area Network
  • the object is achieved by a method for controlling an optimal charging process of an at least partially electrically operated vehicle, wherein the at least partially electrically operated vehicle has an energy store (1 12, 212).
  • the method comprises:
  • Loading plan for charging the energy storage based at least on technical
  • Controlling by the backend server, the charging of the energy storage according to the optimal charging plan.
  • Fig. 1 shows a charging system for controlling an optimum charging operation
  • Fig. 2 shows another charging system for controlling an optimum charging operation
  • FIG. 3 shows exemplary steps for depositing electricity tariffs by means of one
  • FIG. 5 shows exemplary steps for calculating the current power supply of
  • FIGS. 1 and 2 each show exemplary charging systems 100, 200 for controlling an optimal charging process of an at least partially electrically operated vehicle 1 10, 210.
  • the at least partially electrically operated vehicle 1 10, 210 has one
  • the charging system 100, 200 comprises at least one current source 122, 222, with which the energy store 1 12, 212 connected and through which it can be charged.
  • the current source 122 (FIG. 1) may be a commercial one
  • the power source 222 ( Figure 2) is an "intelligent" or “networked” Wallbox, for example, via W-LAN with the backend Server 130, 230 and other networked devices can communicate with them and in particular is able to receive the optimal loading plan from the back-end server 130, 230 and the
  • execution 470 of the optimal charging schedule may be controlled by a controller 224.
  • the charging system 100, 200 comprises at least one back-end server 130, 230, which automatically determines an optimal charging plan for charging the energy store 1 12, 212 based at least on technical status data of the vehicle 1 10, 210 and a power tariff, which the power source 122, 222 is assigned, can determine.
  • the user 150, 250 of the vehicle 1 10, 210 via a terminal 152, 252 or a mounted in the vehicle 1 10, 210 control unit 1 16, 216 for household 120, 220 of the power source 122, 222 associated or for its power billing enter relevant electricity supplier and / or electricity tariff, as explained in more detail below with reference to Figure 3.
  • the entered electricity provider and / or electricity tariff can be stored in a memory unit 132, 232, for example a database, of the back-end server 130, 230.
  • the terminal 152, 252 or the operating unit 16, 216 can communicate with the backend server 130, 230 via a suitable communication interface such as a mobile network local area networks (LANs), such as wireless fidelity (WiFi), or Wide Area Networks (WANs) such as Global System for Mobile Communication (GSM), General Package Radio Service (GPRS), Enhanced Data Rates for Global Evolution (EDGE), Universal Mobile Telecommunications System (UMTS), High Speed Downlink / Uplink Packet Access (HSDPA, HSUPA), Long-Term Evolution (LTE), or World Wide Interoperability for Microwave Access (WIMAX).
  • LANs local area networks
  • WiFi wireless fidelity
  • WANs Wide Area Networks
  • GSM Global System for Mobile Communication
  • GPRS General Package Radio Service
  • EDGE Enhanced Data Rates for Global Evolution
  • UMTS Universal Mobile
  • the technical state data comprise at least a current state of charge of the energy store 1 12, 212 and position data of the
  • one or more control units 1 14, 214 may read out the corresponding relevant technical status data of the vehicle 1 10, 210 from one or more storage units (not shown) located in the vehicle 1 10, 210 and via a suitable communication interface (FIG. see above) to the backend server 130, 230.
  • a suitable communication interface FIG. see above
  • the backend server 130, 230 When the backend server 130, 230 receives the technical condition data from the vehicle 110, 210, it determines the optimal charging schedule, taking into account the technical condition data and the corresponding power tariff associated with the household 120, 220 of the power source 122, 222 (see above mentioned, be stored in the memory unit 132, 232 can). In addition, the backend server 130, 230 may be loading the
  • An advantage of the charging system 100, 200 is that the technical status data from the vehicle 1 10, 200 are automatically transmitted to the back-end server 130, 230.
  • the backend server 130, 230 determines automatically taking into account the technical
  • the back-end server 130, 230 controls the charging process of the energy storage 1 12, 212 advantageously automatically.
  • a user 150, 250 of the vehicle 1 10, 210 connect the energy store 1 12, 212 only with the power source 122, 222 and can be sure that the energy storage 122, 222 is charged time and cost optimal.
  • Charging may include different, disjoint time periods for charging the energy store 1 12, 212 (as explained in more detail below with reference to FIG. 6).
  • the driver 150, 250 may enter a desired regular departure time, such as via the control unit 16, 216 of the vehicle 110, 210, or via the terminal 152, 252, e.g. in the morning always at the same time.
  • the driver may enter a one-time desired departure time, for example, the next morning at 5 o'clock.
  • This input can be made via a corresponding GUI, e.g. provides a date and time field.
  • the driver 150, 250 may then enter by means of a calendar and time function the desired departure time, which may include a desired departure date and a desired departure time.
  • any other input method of the desired departure time at the desired departure date and time is by means of a
  • the required functionality providing GUI via the control unit 1 16, 216 or the terminal 152, 252 possible.
  • the desired departure time is then taken into account in the calculation of the optimal charging plan by the backend server 130, 230.
  • the driver 150, 250 set a desired state of charge or minimum state of charge of the energy storage 1 12, 212 at the end of the charging process. For example, the driver 150, 250 via a corresponding GUI on the control unit 1 16, 216 of the vehicle 1 10, 210 or via the terminal 152, 252 set that after the Charging a minimum range in kilometers is guaranteed. If the user or driver 150, 250 no desired state of charge or minimum state of charge of
  • Energy storage 1 12, 212 enters, the back-end server 130, 230 set by default that a fully charged or maximum charged energy storage 1 12, 212 is desired.
  • the pre-air conditioning can heating or cooling the vehicle interior to a user entered, desired
  • Vehicle interior temperature include. Since an accurate vehicle air conditioning to
  • the optimal loading plan is then optimized in time, taking into account the desired
  • Departure time and / or the desired state of charge and cost optimal taking into account the household 120, 220 of the power source corresponding electricity tariff calculated by the back-end server 130, 230 and the execution of the charging plan is controlled.
  • An advantage of the charging system 100, 200 is that the technical status data from the vehicle 1 10, 210 are automatically transmitted to the back-end server 130, 230 and that the back-end server 130, 230 automatically taking into account the technical
  • Periods for charging the energy store 1 12, 212 includes (see Figure 6).
  • Periods for charging the energy store 1 12, 212 includes (see Figure 6).
  • the exemplary charging system 100 as described in FIG. 1 For example, in the exemplary charging system 100 as described in FIG. 1
  • the back-end server 130 cause a networked controller 1 14 located in the vehicle 1 10 to perform the charging of the energy storage device 12 at or at the times specified in the optimum charging schedule (as described below with reference to FIG. 6). Alternatively, the backend server 130 may connect the optimal load plan to the networked one
  • the networked control unit 1 14 may be its own, the
  • control unit 1 14 may additionally include other functionalities (such as described below).
  • the technical state data can be a current state of charge of the energy storage 1 12, 212 and position data of the vehicle 1 10, 210, but also further technical data of the vehicle 1 10, 210, which are suitable for optimizing a charging period for the energy storage 1 12, 212 include.
  • GPS Global Positioning System
  • position data of the vehicle 1 10, 210 and data on a current state of charge of the energy storage 1 12, 212 from one or more in the vehicle 1 10, 210 located memory modules (not shown) are read out and transmitted to the backend server 130, 230 via a suitable communication interface.
  • GPS Global Positioning System
  • Vehicle 210 take place.
  • a control unit 214 located in the vehicle 210 can read the corresponding data about a current state of charge of the energy store 212 from a storage module (not shown) in the vehicle 210 and send it to the backend server 230 via a suitable communication interface.
  • the power source may be a so-called "smart" wallbox 222 having at least one
  • Memory unit (not shown) and a controller 224 and is able to network with other distributed devices.
  • Vehicle 210 to the "smart" wallbox 222 via a suitable charging cable can Control unit 224 of the wallbox 222 GPS position data and the current state of charge of the energy storage 212 receive or capture and via a suitable
  • the "intelligent" wallbox 222 can read out the current state of charge of the energy store 212 from one or more storage units located in the vehicle 210 and own position data (stored or determined via a separate GPS module) or a separate identification number (eg in the back end). Server 230 along with a specific position in one
  • Memory module 232 together with the read-out data via a suitable communication interface to the back-end server 230 send.
  • all the settings described herein can also be performed via a corresponding input device on the wallbox 222 instead of via the operating unit 16, 216 or via the terminal 152, 252.
  • the back-end server 230 can recognize to which household 220 associated with the power source 222 it is charging and so a -. previously deposited (see Figure 3) - identify electricity tariff to calculate the optimal charging plan.
  • the backend server 230 taking into account the current state of charge of the energy storage 212 and a maximum charge capacity of the energy storage 212 (can also with the technical
  • Condition data are transmitted to the back-end server 230 or already stored for each vehicle 210 in a memory unit 232 of the back-end server 230) determine an electrical charging size (charging requirement), which is the basis for the calculation of the optimal
  • the charging system 100, 200 may additionally include a digital electricity meter 125, 225, which may detect a current power consumption of a household 120, 220 associated with the power source 122, 222.
  • the backend server 130, 230 the optimal charging plan also taking into account the current power consumption and a maximum
  • a digital electricity meter 125, 225 is a digital energy meter that is integrated into a communication network and that is capable of collecting data on actual energy consumption of the household associated with the power source 122, 222 120, 220 and to determine an actual usage time and automatically transmit the determined data to a third distributed and networked unit, in this case to the back-end server 130, 230.
  • the backend server 130, 230 may also obtain the collected data via polling or polling from the smart meter 125, 225.
  • the back-end server 130, 230 may generate a power consumption profile of the home 120, 220 based on past data of the household 120, 220 associated with the power source 122, 222, and has received it from the smart meter 125, 225
  • An advantage of incorporating the current power consumption of the household 120, 220 associated with the power source 122, 222 and the maximum power capacity of the household 120, 220 in the calculation of the optimal charging plan is that overload situations are avoided by providing a high current household power 120, 220 the
  • Charging power of the power source 122, 222 for the charging of the energy storage device 1 12, 212 by the backend server 130, 230 is adjusted accordingly, while the time and cost optimal charging plan according to the adjusted charging power of the power source 122, 222 can be created.
  • a number of required adjustments that must be made during the performance of the optimal charging schedule due to deviations from the optimum charging schedule are minimized.
  • the optimal charging plan can also be carried out optimally, so that the time required by the driver 150, 250 (optional), the vehicle 1 10, 210 has the desired state of charge.
  • the back-end server 130, 230 may detect changes in the power consumption relevant to the calculation of the optimal charging plan, and re-calculate the optimum charging plan taking into account these changes in power consumption.
  • the backend server 130, 230 may periodically poll the current power consumption from the smart meter 125, 225 during the charging period (s) of the calculated optimal charging schedule. If the current power consumption changes beyond a predetermined threshold, the backend server 130, 230 may recalculate the optimal charging schedule. The backend server 130, 230 may be charging the
  • Energy storage 1 12, 212 according to the recalculation of the optimal charging plan control (either active or by sending the load plan to the controller 1 14 of the vehicle 210 or to the controller 224 of the wallbox 222 and from there the execution is controlled).
  • An advantage of detecting and accounting for changes in power consumption of the household 120, 220 associated with the power source 122, 222 is that the optimal charging schedule for the maximum power capacity of the home 120, 220 can be dynamically adjusted to relevant changes in power consumption. Thus, overload situations can be avoided by increasing the current power consumption and, if the current power consumption is reduced, the charging plan can be dynamically optimized with regard to the time and cost of charging the energy store 1 12, 212.
  • the back-end server 130, 230 may also, in the creation of the optimal charging plan, control household appliances (not shown) associated with the household 120, 220 of the power source 122, 222 in such a way that an optimal power consumption in the household 120 belonging to the power source 122, 222 220 while for charging the energy storage 1 12, 212 calculated charging times prevails.
  • the Smart Meter 125, 225 can be used with smart home appliances - such as appropriately equipped washing machines and dishwashers - be networked.
  • smart home appliances - such as appropriately equipped washing machines and dishwashers - be networked.
  • the back-end server 130, 230 can control the networked household devices via the smart meter 125, 225 in such a way that they are switched off or not switched on during the charging times calculated for the charging process of the energy store 1212, 212, respectively, and after the charged for the charging of the energy storage 1 12, 212 charging times (again) are turned on.
  • the charging system 100, 200 may additionally include a photovoltaic system 126, 226, which may feed power into a household 120, 220 associated with the power source 122, 222.
  • the backend server 130, 230 can also calculate the optimal charging plan taking into account a current power supply by the photovoltaic system 126, 226.
  • the term "current power supply” is a for the charging of the
  • the photovoltaic system 126, 226 can send performance data and / or status data of the photovoltaic system 126, 226 to the back-end server 130, 230 via a suitable control unit 16, 216 or a terminal 152, 252.
  • the back-end server 130, 230 may store the received performance data and / or status data, for example in a memory unit 132, 232.
  • the back-end server 130, 230 can first retrieve from the digital electricity meter 127, 227 a power supply at the time of plug-in by the photovoltaic system 126, 226 into the household 120, 220.
  • the back-end server 130, 230 can request current weather data and a weather forecast from a corresponding service provider or service provider 140, 240 (request-response).
  • the service provider 140, 240 may be the backend server 130, 230 itself.
  • the service provider 140, 240 may be any server that can be invoked over the Internet.
  • the backend server 130, 230 may then consider the current power feed in the calculation of the optimal charging plan.
  • a complex load plan can be realized, which implies that a load can be interrupted and continued later.
  • This preference can be stored in the memory unit 132, 232 of the backend server 130, 230.
  • the optimal charging plan can be created taking into account this preference, the charging process in a particularly environmentally friendly manner.
  • the backend server 130, 230 may also detect changes in the power feed through the photovoltaic system 126, 226 and taking these changes into account Power supply perform a recalculation of the optimal charging plan.
  • the backend server 130, 230 may control the charging of the energy storage device 1 12, 212 in accordance with the recalculation of the optimal charging schedule.
  • the backend server 130, 230 may periodically detect changes in the weather forecast (from the one or more service providers 140, 240, or retrieve or receive) during the time period relevant to the load (see FIG Re-calculate the current power supply.
  • the back-end server 130, 230 can detect, by means of the actual power supply data determined by the digital electricity meter 127, 227, whether these deviate from the "current power supply".
  • the backend server 130, 230 calculates the optimum load plan taking into account the newly calculated current power feed through the photovoltaic system 126, 226 new.
  • the backend server 130, 230 controls the charging process of the energy store 1 12, 212 in accordance with the newly calculated optimal charging plan.
  • the optimal charging plan dynamically to an actual power supply through the
  • Photovoltaic system 126, 226 be adapted.
  • the power source 122, 222 is a wallbox that receives the calculated, optimal load plan from the backend server 130, 230 and that
  • the wall charging station 122, 222 may be a so-called smart wall charging station 222, which may be e.g. connect to other distributed and networked devices via the Wireless Local Area Network (W-LAN). So can the intelligent
  • Wall charging station 222 receive the optimal charging plan from the backend server 230 and control the execution of the optimal charging plan by means of an appropriate controller 224.
  • a plurality of smart wall charging stations 222 may be connected to the backend server 230.
  • the backend server 230 After the backend server 230 the corresponding optimal Charging plans has calculated, he can send them to the appropriate intelligent wall charging stations 222, which then control the execution locally.
  • central creation and management of optimal load operations by the backend server 230 is enabled.
  • the user 150, 250 can from the back-end server 130, 230 via the control unit 1 16, 216 or via the terminal 152, 252 a history of all charging and saved costs through the automatic, time and cost-optimized charging via the power source 122, 222nd retrieve compared to conventional charging.
  • the user 150, 250 has the option of overwriting the time and cost-optimal charging process by means of an "immediately charging" charging process of the energy store 1 12, 212, for example via the operating unit 16, 216, via the terminal 152, 252 or via the intelligent wallbox 222 can optionally be selected, and the next time the charging process is performed, the calculation and control of the optimal charging plan by the backend server 130, 230 is automatically carried out again.
  • the charging system 100, 200 advantageously short-term electricity tariff fluctuations and the fed into the household 120, 220 power of a photovoltaic system 126, 226 and dynamically - depending on the user's setting - time, cost, and environmentally optimal charging plans for charging energy storage. 1 12, 212 create.
  • FIG. 3 shows exemplary steps that can be performed by a user 150, 250 when a power tariff is stored for a household 120, 220 belonging to the power source 112, 212.
  • the user 150, 250 can input via a corresponding terminal 152, 252 or an operating unit 1 16, 216 present in the vehicle 1 10, 210, for example, a postal code (ZIP) or a location (step 310) via a corresponding GUI.
  • the input data is then sent to the backend server 130, 230.
  • the back-end server 130, 230 requests power providers and / or power tariffs available to the entered post code via at least one service provider 140, 240.
  • the service provider 140, 240 may be an external server offering the corresponding functionality via the client-server paradigm.
  • the service provider 140, 240 prepares a corresponding listing of available electricity providers and / or tariffs (Response, step 330) and sends them to the backend server 130, 230.
  • the backend server 130, 230 forwards the received response to the terminal 152, 252 or the operating unit 1 16, 216 (step 340).
  • the electricity providers and / or electricity tariffs contained in the response are displayed (step 350).
  • the user 150, 250 of the terminal 152, 252 or the control unit 16, 216 can select an electricity provider and a corresponding electricity tariff (which is relevant for the household electricity 120, 220) that is associated with the household 120, 220 (Step 360).
  • This selection is sent to the backend server 130, 230 where it is stored in a memory unit 132, 232 as belonging to the household 120, 220 (step 370).
  • These steps only have to be performed once when registering a household 120, 220 belonging to the power source 122, 222 or additionally in the case of electricity provider or tariff changes.
  • the transmission of the household tariff to the household 120, 220 can also be effected by the user 150, 250 to the backend server 130, 230 in any other suitable manner.
  • changes in household 120, 220 associated electricity tariff can be determined (step 380).
  • the service provider 140, 240 may send a corresponding message to the backend server 130, 230 for each change in the stored electricity tariff.
  • the backend server 130, 230 may periodically send a request to the service provider 140, 240 for changes in tariffs and receive a corresponding response from it.
  • FIG. 4 shows exemplary steps which can be carried out in the calculation of the optimal charging plan. It is understood that some steps may be performed optionally, or some steps may be changed in order.
  • Condition data may include a current state of charge of the energy store 1 12, 212 of the vehicle 1 10, 210 and position data of the vehicle 1 10, 210.
  • the back-end server 130, 230 may then perform an evaluation of the technical access data (step 420). For example, the backend server 130, 230 may use the position data of the Vehicle 1 10, 210 and the current state of charge of the energy storage device 1 12, 212 determine the charging requirement (as explained above with reference to Figures 1 and 2).
  • the back-end server 130, 230 can detect which of the power source 122, 222 associated household 120, 220th it is the charging process and so retrieve a - eg previously filed - electricity tariff for calculating the optimal charging plan of the memory unit 132, 232 or query (step 420). In the event that a photovoltaic system 126, 226 is also stored for this household 120, 220, the back-end server 130, 230 can be deposited in a next step
  • Recall memory unit 132, 232 (step 440).
  • the backend server 130, 230 - if for the household 120, 220 e.g. stored by the user 150, 250 - retrieve or query a current house load from the digital electricity meter 1 15, 225 or - as explained above with reference to Figures 1 and 2, read from the power consumption profile of the household 120, 220 (step 445, this Step will be explained in more detail with reference to FIG. 5).
  • the backend server 130, 230 may have the optimum
  • Send controller 224 in smart wallbox 222 (step 450).
  • the corresponding controller 1 14 or 224 may receive the charging schedule (step 460) and control the execution of the charging of the energy storage device 1 12, 212 according to the optimal charging schedule (step 470).
  • the backend server 130, 230 may execute the execution of the
  • the back-end server 130, 230 may change or
  • the back-end server 130, 230 may request data regarding the current power consumption at regular intervals from the smart meter 125, 225 during the charging period or the charging periods of the calculated optimal charging plan (see FIG. If the current power consumption changes beyond a predetermined threshold, the backend server 130, 230 may recalculate the optimal charging schedule (step 490). The backend server 130, 230 may be charging the
  • Energy storage 1 12, 212 control according to the re-calculation of the optimal charging plan (either active, or by the charging plan to the control unit 1 14 of the vehicle 1 10th or to the controller 224 of the wallbox 222 and from there execution is controlled) (step 470).
  • the backend server 130, 230 may change tariff changes (e.g., price increases,
  • the service provider 140, 240 may send a corresponding message to the backend server 130, 230 at each rate change.
  • the backend server 130, 230 may periodically send a request to the service provider 140, 240 for rate changes and receive a corresponding response from it. If the electricity tariff over a predetermined or predeterminable
  • the backend server 130, 230 may recalculate the optimal load plan (step 490).
  • the backend server 130, 230 may be the
  • Charging the energy storage 1 12, 212 control according to the re-calculation of the optimal charging plan (either active, or by the charging plan sends to the control unit 1 14 of the vehicle 1 10 and to the control unit 224 of the wallbox 222 and controlled from there the execution becomes) (step 470).
  • FIG. 5 shows exemplary steps which can be carried out in the calculation of the current power generation by the photovoltaic system 126, 226.
  • the user 150, 250 of the vehicle 1 10, 210 once via the terminal 152, 252 or the control unit 1 16, 216 performance data and / or condition data of
  • the reference to the corresponding household 120, 220 associated with the power source 122, 222 may include, for example, a deposit of current position data (e.g., GPS data) of the vehicle 110, 210.
  • current position data e.g., GPS data
  • Connection of the energy storage 1 12, 212 with the power source (Wallbox or socket) 122, 222 (step 510) asks the backend server 130, 230 via a request from one or more service providers 140, 240 current weather data and a
  • Weather forecast (request, step 520).
  • the service provider (s) 140,240 generates a response containing the current weather data and a weather forecast and sends it to the backend server 130,230 (response, step 530).
  • the backend server 130, 230 from a digital electricity meter 127, 227 of the photovoltaic system 126, 226, data regarding a time taken at the plug-in time power supply by this from (step 540).
  • Steps 520, and 540 may also be concurrent
  • the backend server 130, 230 Based on the stored performance data, the data regarding the plug-in timing, the weather data and the weather forecast, the backend server 130, 230 finally calculates the current one
  • the term "current power supply” includes the power supply calculated during the period of time relevant to the charging of the energy storage device 1 12, 212. The current power supply is taken into account in the calculation of the optimal charging plan (step 450).
  • the user can 150, 250 while or once for each loading of the
  • FIG. 6 shows an exemplary optimal loading plan, which was calculated by the back-end server 130, 230 taking into account relevant parameters.
  • the vertical line 610 indicates a point in time at which the energy store 1 12, 212 is connected to the current source 122, 222 (plug-in). Immediately after this point in time, the technical status data is sent from the vehicle 110, 210 to the backend server 130, 230.
  • the vertical line 620 indicates a time corresponding to the input departure time desired by the user 150, 250 of the vehicle 1 10, 210. In this example, the user 150, 250 has made no indication of a desired state of charge of the energy store 1 12, 212. If the desired state of charge of the energy store 1 12, 212 is missing, the backend server 130, 230 can assume by default that the user 150, 250 wants a fully charged or maximally charged energy store 1 12, 212.
  • Line 630 indicates exemplary changes in cost / KWh over time between the plug-in and departure time corresponding to the dynamic power plan associated with power source 122, 222.
  • Curve 640 shows a prospective power supply by the photovoltaic system 126, 226, for example in KW (current power supply). It goes without saying that the expected power output by the photovoltaic system 126, 226 is in no relation to the costs / KWh, but only serves to better visualize the optimal selection of the charging time windows 650A, 650B, 650C. In other words, this curve does not show the
  • Cost / KWh (see label y-axis), but an estimated power supply through the photovoltaic system 126, 226, for example in KW.
  • the curve begins after the plug-in at "0" of the y-axis, for example, because in this or shortly before this time the sunrise falls (which the back-end server 130, 230 of one or more service providers 140, 240) requests
  • the backend server 130, 230 may retrieve corresponding data for a predetermined period of time and deposit it in the storage unit 132, 232. In this case, the query would be the one to the plug-in
  • the back-end server 130, 230 may be a time shift between the first solar irradiation (due to the sunrise) and an actual power generation by the photovoltaic system 126, 226 from the back-end server 130, 230 due to the nature and / or performance of the photovoltaic system 126, 226 consider.
  • the periods 650 A, 650 B and 650 C indicate three exemplary charging periods, which were determined for the full loading of the energy storage 1 12, 212 in the optimal loading plan by the back-end server 130, 230.
  • the first charging period 650 A falls within the period in which, for the photovoltaic system 126, 226, the highest power supply falls in the period between the plug-in 610 and the desired departure time 620.
  • the next charging period 650 B falls within a period in which the cost / KWH in the period between plug-in 610 and desired departure time 620 are lowest and ends before the period with the lowest cost ends, since the energy storage 1 12, 212 of the vehicle 1 10, 210 is fully loaded in this example.
  • the third loading period 650 C falls immediately before the departure time 620.
  • the user 150, 250 via the terminal 152, 252 or via the control unit 1 16, 216 of the vehicle 1 10, 210 has entered that he has a departure time 620
  • Pre-air conditioning of the vehicle 1 10, 210 wishes. Since it is assumed by default that the user 150, 250 would like to find a fully charged energy store 1 12, 212 due to the lack of information about the desired state of charge of the energy store 1 12, 212, the energy for pre-air conditioning is determined by the Power source 122, 222 taken without the prevailing at this time
  • Cost / KWh or the power supply by the photovoltaic system 126, 226 is taken into account.
  • the energy for the pre-air conditioning is taken from the power supply of the photovoltaic system 126, 226, since the costs / KWh at this time represent maximum costs in the period between plug-in 610 and departure time 620.
EP17768376.0A 2016-09-09 2017-08-29 Ladesystem und verfahren zur steuerung optimaler ladevorgänge Pending EP3509895A1 (de)

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DE102016217162.3A DE102016217162B4 (de) 2016-09-09 2016-09-09 Ladesystem und Verfahren zur Steuerung optimaler Ladevorgänge
PCT/EP2017/071668 WO2018046354A1 (de) 2016-09-09 2017-08-29 Ladesystem und verfahren zur steuerung optimaler ladevorgänge

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US20190202314A1 (en) 2019-07-04
WO2018046354A1 (de) 2018-03-15
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US10875419B2 (en) 2020-12-29
DE102016217162A1 (de) 2018-03-15

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